Rail brace



Aug. 19, 1947. J. H. ASSELIN 2,426,138

' RAIL BRACE Filed m 16, 1945 s snets-shee'c 2 Aug. 19, 1947. J. H.- ASSELIN RAIL BRACE Filed ma 16, 1945 3 Sheets-Sheet 3 Yamagata Patented Aug. 19, 1947 UNITED STATES PATENT OFFICE RAIL BRACE James H.,Asselin, Winnetka, 111. Application May 16, 1945, Serial No. 593,980

'7 Claims. 1

This invention relates to rail braces for railway track. This application is a continuation-in-part of my copending application Serial No. 545,419, filed July 18, 1944:. (Now Patent .No. 2,419,701.)

As a train approaches a section of track, it sets up in that track a vertical up-and-down Wave or floating motion of the rail. Heretofore, rail braces have not, if at all, dealt satisfactorily with these motions. In known adjustable rail braces the objective has been to have the assembly very rigid, with the result that these motions were transmitted through the rail brace and tie plate'to the tieor to the tie and ballast, with the result that excessive wear and pumping of ties andballast occurred. Prior designs, based on rigidity of track, were unsound since rigidity could not be permanently maintained.

Since rail wave motion is inherent in train movement over traclgthe present invention is based on the importance and necessity of flexibility in track and aims to allow and control wave action instead of trying to eliminate it completely. l r I In accordance with the present invention such wave motion in a limited degree is permitted, but is controlled above the tie plates, and-only a minor portion is permittted to transcend through the tie plates into the ties or through the ties to the ballast. By so controlling andlimiting. this motion, the wear will be between therail and tie plate, or between steel upon steel. Thuswear on ties and loosening of ballast is greatly reduced.

Aswilllater be more apparent, the invention incorporates a hinge action fastening means, which provides the flexibility necessary to coincide, with the Wave? or floating action of the rail. r Y

Moreover, a brace stop is included that extends downwardly over the tie plate and holds the brace member continually in place. This brace stop assures continuous contact of the brace against the rail, and prevents the brace member from moving longitudinally with the rail when the wedge is driven into place. i 1

Moreover, many adjustable rail braces are provided with bolts and nuts. The latter must be tightened, from time to time inasmuch as they loosen with vibration. Some types also employ 'balt'brine. ,Many of them moreover are complicated by having too. many parts, thus materially increasing the original cost, the cost of installation and the cost of maintaining proper adjustment.

These difiiculties and disadvantages have been overcome by the present invention and it is a primary object of the invention to accomplish these aims.

A further object of the invention resides in providing a rail brace which may be used on switch rails, in turnouts, spring frogs, guard rails, curved rail in track, and on tangent track. Other uses will suggest themselves to those skilled in the art. 1

Records show that a large percentage of railroad accidents are the result of too wide track gauge. The gauge of track is frequently maintained by gauge rods which are connected to the base of one rail and with the base of the opposite rail. They are insulated when in a signal section area. Gauge rods have several defects. The insulation fouls, especially in wet weather, thus short-circuiting the signal system, but a more important defect is that the gauge of the bases only of the rails is maintained without assuring the gauge of the tops of the rails. The rail tops tip outwardly, thus throwing the rails outof gauge. Where, as in curves, frogs, guard rails and switch rails, the track is subjected to abnormal thrusts, the gauge of the rails thus frequently becomes too wide. In curves it has been found that the outer end of the base plate actually cuts into the tie one-half inch by side thrust of the rail top, thus widening the gauge one (1) inch. The present invention applied at these sections of track will avoid these disadvantages of gauge rods and will prevent too wide gauge.

In its preferred form the contacting surfaces of the brace member and of the wedge are curved in profile forming a type of cylinder and socket joint which makes possible a hingi ng movement of thebrace member and permits a limited amount of wave motion of the rail to occur. The cylinder and socket joint provides the greatest possible wearing area between brace member and wedge, thus making the necessity of adjustment less frequent. Moreover, such a cylinder and socket structure provides the greatest possible amount of Ibearing surface to best withstand stresses and strains in the device. It is an importantobject of the invention to provide such an arrangement.

The invention also has for an object the provision in one of its forms of a brace member which engages the rail only beneath the head and for a short distance down the web, said brace member being disposed in operation on a 45 line to provide a true bearing pressure against the web above the weakest section of the rail where the greatest bending stresses are present in the rail on curved track. The brace member in this forrnis urged toward the rail by a wedge.

The constant brace pressure against the upper part of the rail web, maintains canted rails in alignment with the bevel tread wheels. This provides true bearing on the rail head for greater wear. 1

Another object of the" invention resides in the provision of a rail brace having an extra long canted base tie plate.

assuring greater accuracy and providirfg for longer life. These and other objects and advantages of the This distributes the beai ing loads more uniformly over the tie contact area and prevents cutting into the ties, thus invention will become more apparentfro'lnthe following specification and claims when read on the accom'panying' drawings in which;

Fig; 1 is an'end'elevationof a railbrace constructed in accordance with one form of the-inventiomthe rail beihg'sho'wn in section;

Fig; "2 is a topplan View of the same;

Fig." 3 is a sectiontakenpn 'the'line 3- -3 of Fig. 2.

Fig': '4 is a front 'elevationof' thesamei Figz -5 is "a side elevationbf thebrace member and'wedge (shown separated);

Fig". 6 'is a partial detairsh'ow'ing the use-or insulation between the'"brac member and the rail;

Fig'l' 'l is an end 'elevationof "a 'rail br'a'ce in accordance with another form 'of "the invention;

Fig; 8 is "a plan view of the same? v Fig; 9 "is a fragmentary sectional view "of 'a modified Wedge for use with the invention.

Referringnow'more particularly't'o' Figs. 1 to 5', inclusive; the numeral l8 indi'c'a'tes a railroad tie on which" is "disposed "a rec't'arigula'rmetal'base plate H. In 'th'e' formsh own-the'upper'surface 0f the ba se'plat H is provided Witha trarisverse groove or depression I2; the bottom "surface of whibh s'lop'es downwardly (fIO'Ih leftto fight in Fig 1). The depressior'fl Z'resiilts in the'shoulde'r l 3 which acts as transverse rail abutment.

Therail 14' is disposed "Withbnejfini'lerf edge of the base in engagement with the shoulder" l a and the other edge in engagement "with a transverse rod S lwhich i's welded 'or' otherwisesecured to' 'the' uppersurface'of the" base'pla'te"'l I. The raiI M'is secured 't'o'th tielll by'means of spikes IS'WhiCh'aQre driveninto the tie through O p'enih gs l6" in the baseplate' I i until the heads bf' the spikes engag'th'e base fian'gesof thed'ail.- The base plate 1 l is also provided with openings I! through which additional spikes or screwsme'y be driven into the tie to seeure the base tieteto the tie.

The base "plate I I near its' out'e'i end is pro: videdwith a rectangulanblo'ck l8 disposed time ve'r'selyth'e'reofi" The block 18 may be integrally formed with thebase plate, 'or'may, as shown; be welded therete." The 'inner surface of th'eblock I8 and the rail engaging s'u'rfac'e of' the" shoulder l3 are paraneli" For purposes of the invehtion the innersurfaceof'the'block I8'i's out with a groove 4 cylindrical in shape, with the axis of the cylinder disposed at an angle with respect to the inner surface of the block I8.

For strengthening purposes the brace member '20 is pro'videdwith a centrally'located strengthening rib 2|.

Extending from one side end of the brace member is a lug 22 having a downward projecting portion which is adapted to engage the side edge of the base plate II to prevent forward'movement of the brace member longitudinally of the rail as will be described.

The rail brace structure is completed by a e member 23, one side edge of which is provided with a tongue 24 of frusto-conical section or'of a section which is in the shape of a truncated' triangle andslightly smaller in area than the frusto-conical groove I9-i-n the block l8. The other side edge'of the wedge member 23 is disposed at an angle to the block engaging surface which "angle isparallel tothe axis of'the semicylindrical'surface onthe brace member 20. In section,the contour-of the brace engaging surface 'of the-wedge member 23-is concave and complementary to that of the semi-cylindrical portion or the brace member.

The wedge member 23is adapted tobe disposed in 'th'eangular position shown 'in Fig. 1 and is adapted; to be driven' in place longitudinally of the rail in such'manner'thatthe tongue 24 is dispo's'e'din the groove [9 whilethe concave sectioned surfaceof the wedge member engages the semi-cylindrical surface of the brace member 20.

Obviously, as the'wedge member 23 is driven in place thebrace 'member is forc'edagainst the rai1l4"'which it engages under'th'e rail h'ead andat the upper portion'of the rail web. Movement of the brace member 20 longitudinally of the rail is 'prev'ehtedby the lug 22. When the'wedge member has' been'driven se curelyin"place',' it m'ay be locked"inposition by means-off a cotter 'pin '25 or the 'like' which is passed through thathole' of 'the'series of holes 26 "(Figl2) in the 'ton'gue 2twhich is just clear of the end edge of the block '18." The use of this type of 'lockingmeahs 'is quite optional," for the wedgeywhen driven into place/is quite equivalentto the taskof "maintaining the rail brace in* position-"with respe'ctto the rail 'without requiring 'any auxiliary locking means. v

In' the early part of this specification reference was made to certain movements of the track section' as a train apprbaches' andpa'sssf It was there s'tated thaitthereis a verticalup an'd down -wave or floatin'g movement of the rail, which in a limitedhe'g'ree' has been "foundto' be necess'ary. Heretofore'inrailbraces'the object has I9*'which'preferably is frusto-cohidalinsection.

Perhap's' more properly 'speaking,' the groove in sect'idhis in the shape 'of a truncated'tri'angle.

The bracemember' proper" is indicated by the reference numeral 20." This is an-irregularly shaped memberedabted I to be dis po sed at sub stantially 45 with respect to the "base plate i l. The brace'memb'er 20 has"a rail engaging por tionwhich, in use; engages the under surface of the rail head'of the rail 'Mandthe uppermost portion of the railweb.

The base of'the brace member 20is "semi beentohave the assembly so rigid that these motions are transmitted through the'icail brace andbase' platetothe ties and'ballast.

In accordance witht'he presentinvention," by reason of the 'slight' clearance 'of' the tongue 24 in the groove [9, a limited hinging movement Of the wedge is permitted."

Moreover, it will be noted that the concave surface of the wedge member 23 and the's'emi maintains the gauge of the rail'h'ead accurately. This cylinder and socket connection provides the greatest amount of bearing surface between the brace member and the wedge member and thus is designed to withstand best the stresses and strains in the'rail brace. l I

The greater the area of contact between the brace member and the wedge member, the less frequently will the brace member require adjustment. It will be noted that this type of connection also provides the greatest possible wearing area between the brace member and the wedge member and this should reduce adjustments to a great extent.

It will be noted that, in accordance with the invention, the brace member is disposed substantially at a 45 angle to provide a true bearing pressure against the rail at the weakest section of the rail where the greatest bending stresses are present on curved track.

Attention is directed to the fact that the rail brace described is comprised of but three elements, the base plate II with its integral block l8, the brace member 20, and the wedge mem ber 23. Thus the present invention not only provides a more satisfactory rail brace but does so with a minimum number of pieces which may be assembled without special tools, bolts, or the like. The rail brace described is particularly advantageous where used in connection with curved track. I

Current day practice of rail inspection for defects and flaws is carried out with an inspection car provided with testing equipment operating on the magnetic field principle. It is manifest that the presence of an uninsulated rail brace, as on curves and the like, would increase the magnetic field and thus prevent accurate inspection with such equipment. .This disadvantage is avoided in accordance with the present invention. In Fig. 6 it is illustrated that the rail engaging portion of the brace member 20 may be separated from the rail by an insulating member 2'! which may be of any suitable material having good electrical insulating properties. Such insulating member '21 prevents the rail brace from increasing the magnetic field during the testing of the rail. It will be noted that the insulating member 21 also tends to reduce wear of the rail as well as of the brace member at the contact surfaces.

In accordance with another feature of themvention, the brace member may be constructed of a non-magnetic metal such as a manganese steel alloy or the like. In such event themagnetic field is not increased during testing even where no insulation material such as 21 is employed. Consequently, when use is made of a non-magnetic material for the brace member, the use of special insulating material 21 is optional.

In Figs. 7 and 8 an embodiment of the invention is disclosed which apart from the shape of the brace member is very similar to the form of invention disclosed in Figs. 1 to 5, inclusive. In describing the embodiment of Figs. 7 and 8 like reference numerals will be used to designate those elements which have been described in the first embodiment.

As will be immediately apparent from the drawings the principal differences reside in the fact that the brace member 28 curves from its wedge engaging portion inwardly toward the rail and then upwardly. The brace member 28 has two side walls 29 and 3D the upper edges of which engage the under surface of the head of the raft I! While :the lower edges h'ave portions which engage the upper surface of the base of therail. --The brace member 28 does not engage the web of the rai1.-

- I-t will be clear that when the wedge member 23 -is driven horizontally in place, in the same manner asdescribed in the first embodiment, the brace member will be forced into engagement with the under surface of the rail head and the upper surface of the rail base.

It will be noted that a space is provided between the sidewalls 29 and 30 of the brace member-28 so-that:the brace member may be disposed in positionover a rail spike without interference. -Thetype of rail-brace illustrated in Fig. 7 is well suited for straight track but may, of course,

alsobe employed on curved track and other types of track installations where railbraces are helpful The brace member 28 may, as in the previous embodiment, be made of a non-magnetic materialsuch' as a manganese steel alloy or the like. Likewise, the use of a special insulating member (such as .the member 21 in Fig. 6) is optional.

In all of the embodiments illustrated changes may be made without departing from the invention. For example, the tongue and groove connection between the block and the wedge memher-need not necessarily be as illustrated in Figs. 1 to 5 and 7 and 8. The tongue and groove may, for example, be of rectangular section as shown in Fig. 9. It is also apparent, that where a cylinder and socket connection is employed, as between the brace member and the wedge member, the concave and convex surfaces may be either on the wedge member or the brace member.

I claim:

1. A rail brace comprising, a base plate adapted to be disposed beneath a railroad rail, said base Plate having a raised abutment for engaging one edge of the rail base, a block rigid with the base plate and spaced from the opposite edge of a railwhen said rail is disposed'in place on said base plateQsaid block having a surface facing toward said rail, a brace member for engaging the rail, said brace member being positioned between the rail and said block and having a surface facing towards said block, the facing surfaces of said block and brace member being contained innon-parallel planes, the surface of said block facing said rail having a longitudinal groove of rectangular section extending throughout its length, a wedge adapted to be driven horizontalllybetween said block and said brace member, said wedge having side surfaces complementary to theadjacent surfaces of said block and said brace member, a rectangular sectioned tongue extending laterally from the side surface of the wedge adjacent said block for engagement within said groove when the wedge is driven into place, the cross sectional area of said groove being slightly larger than of said tongue,the facing surfaces of saidv wedge and said brace member being provided with complementary semi-circular profiles forming a cylinder and socket joint between said brace member and said wedge.

2. A rail brace comprising, a base plate adapted to be disposedbeneath a railroad rail, said base plate having a raised abutment for engaging one end of the rail brace, a block rigid with the base plate and spaced from the opposite edge of a rail when said rail is disposed in place on said base plate, said block having a surface facing toward Said a cem m r;foren a in' the ai said brace'membelfbeing positioned between the rail and. said block and hav ing a surface facing towards said block, theQfacing surfacerof saidblock and brace member being contained in non-parallel, planes, the surface of, said block facingjsaid rail havin'g a longitudinal groove .ex-V tendingthroughout its length, said groove in section, having the Shape of .a truncated triangle, a wedge adapted to be drivcnhorizontally between saidblock and said brac'e member, said wedge having .side' surfaces complementaryto the adjacent surfaces of said blockandsaid brace member, a tongue extending laterally, from the side surface of the wedge adjacent said blockfor engagement Within said groove when the wedge is driven into place, said tongue in section being similar to the section; f said groove, the cross sectional area of said groove beingislightly larger thanthat of said tongue, the facing surfacev of said wedge and, saidbracemember being pro-v vided with complementary semi-circular profiles forming a cylinder and socket joint between said brace member and saidwedge.

3. A three piece rail brace comprising a base plate the upper surfaceof whichis provided with first and second abutments spaced fromeach other and adapted whenin operative position to. be disposed on opposite sides of a rail with the first abutment engaging oneedgeofthe rail base andtheotherbeing spacedfrom the oppositeedge of the rail abrace member having a DO t Qn for engagingthe rail and a portion disg d 9n sa ba e P te ,saidl terpor mn havg da u ac fa n s id sec n bu m nt, the facing surfaces of said brace member and saidsecond abutmentbeingcentained in nonparallel vertical planes, a wedge having side sur faces complementary to the facing surfacespf said brace member and .said second abutment, a tongue 'andgroove connection betweensaid wedge and'said'second abutment, said groove having a vertical distance greater than said tongue, the facing surfaces off said'wedge andsaid brace member fo'rrning a -cylinder and socket joint when the wedge is drivenin place in a longitudinal direction between said brace member and said second'abutment. V

4. A rail brace as defined in claim 3 saidbase plate having spike openings for rail spikes and said brace member having spaces on its under side in alignment with'said spike openings, whereby said brace; member may be positioned snugly against afraifwith' the rail spikes located in ba 's i 5. ';A railbrace asde'fined in claim 3', said Wedge comp ng' a single, piece, member, said brace membercomprising a single [piece member, and the engagement of said wedge between said second abutment and said brace member comprising mas ue 'securi ngf means for said wedge.

6, A rail brace comprising, a base plate adapted to bedisposed'beneath a railroad raiLsaid base plate'having a raisedabutment for engaging one edge of the rail brace' a blockrigid with the base plate andfspaced from the opposite edge of a rail when. said'rail is disposed in place on said base plate,'sai'd'blo'ck having asurface facing toward said railfa brace member having a portion for engagingthe"under'surface of the rail head, said brace member being positioned between the rail and said block and having a surface facing toward said block,'the facing surfaces of said block and brace member being contained in non-parallel planes, the surface of said block, facing said railv having a longitudinal groove extending throughoutits length, said groove in section having the shape of a truncated triangle, a wedge adapted to be driven horizontally between said block and said brace member, said wedge having side surfaces complementary to the adjacent sur faces of said block and said brace member, a tongue extending laterally from the side surface of the Wedge adjacent said block for engagement within said groove when the wedge is driven into place, said tongue in section being similar to the section of said groove, the cross sectional area of said groove being slightly larger than that of said tongue, the facing surfaces of said wedge and said brace member being provided with complementary semi-circular profiles forming a cylinder and socket joint between said brace member and said wedge. H v,

'7. A rail brace comprising, a base plate adapted to be disposed beneath a railroad rail, said base plate having a raised abutment for engaging one edge of the rail base, a block rigid with the base plate and spaced fromthe opposite edge of a rail when said rail is disposed in place on said base plate, said block having a surface facing towards said rail, a brace member having portions for engaging the under surface of the rail head and the upper surface of the rail base, said brace member being positioned between the rail and said block and having a surface facing toward said block, the facing surfaces of said block and brace member being contained in non-parallel planes, the surface of said block facing said rail having a longitudinal groove extending throughout its length, said groove in section having the shape of a truncated triangle, a wedge adapted to be driven horizontally between said block and said bracejmember, said wedgehaving side surfaces complementary to the adjacent surfaces of said block and said brace member, a tongue extending laterally from the side surface of the Wedge adjacent said block for engagement within said groove when the wedge is driven into place, said tongue in section being similar to the section of said groove, the cross sectional area of said groove being slightly larger than that, of said tongue, the facing surfaces of said wedge and said brace member being provided with complemen tarysemifcircular profiles'forming a cylinder and socket joint between said brace member and said wedge. V

JAMES H. ASSELIN.

4 REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 215,003 Jones. May 6, 1879 756,247 Legge Apr. 5, 1904 1,126,507' Liebmann Jan. 26, 1915 1,365,680 Gibbs, J1. Jan. 18, 1921 1,370,302 Gibbs, Jr. Mar. 1, 1921 1,478,558 Edwards Dec. 25, 1923 FOREIGN PATENTS Number Country Date 470,061 Germany Jan. 8, 1929 

